Rail joint bar



G. LANGFORD RAIL JOINT BAR Jan. 26, 1932.

Filed Nov. 15,1929 2 Sheets-Sheet 1 a n n- Patented Jan. 26, 1932 UNITED STATES PATENT OFFICE GEORGE" LANGFORD, OF JOLIET, ILLINOIS, ASSIGNOR TO MCKENNA PROCESS COMPANY OF ILLINOIS, 0F JOLIE'I', ILLINOIS, A CORPORATION OF ILLINOIS RAIL mm mm Application filed November 15, 1929. Serial No. 407,326.

This invention relates to rail oint bars and the method of making such bars, and more particularly to bars used in one-way track. a

By one-way track I referto tracks upon which the traffic travels in one direction. The

joint bars are subjected to wear which occursat the center portions of the bars, the end portions of the bars being subjected to but slight wear, when bars of ordinary type such as are now extensively used are employed. In twoway-tracks, in which the traflic travels in both directions, the center portions of the bars wear substantially equally at opposite sides of the center of the joint. In one-way-tracks, on the contrary, the wear of the bars is uneven, the head of the bar wearing more at the end" of the receiving rail than at the end of the leaving rail, and the flange of the bar wearing more at the end of the leaving rail than at the end of the receiving rail.

When the bars are first applied in the joint, they have tight bearing contact with the head and flange bearing surfaces of the rail ends but, after the joint has been in use for a short time, wear at the center portion develops and this wear results in looseness, followed by batter which causes rapid wear of the bar. In bars of present type the fishing or bearing surfaces are of uniform width throughout the length of the bar and when wear develops at the center of the joint it is impossible to pull the bars into'acculrate fit with the worn surfaces, due to the resistance to inward movement of the unworn end portions of the bars. This is particularly true of the I-beam type of bar which possesses great lateral strength and rigidity, being substantially unyielding. These I-beam bars are now used extensively, due to the increase in speed andweight of rolling stock. If it were possible to maintain the joint tight throughout its entire length, that is, to maintain the bearing surfaces of the bars in tight contact with the bearing surfaces of the rail ends for the full length of the joint, looseness at the center portion of the joint would not develop and it would be possible to replace the relatively rapid wear at the center portion of the joint by comparatively slow wear distributed throughout the full length of the joint. This is impossible, when using bars of ordinary type.

In one-way track bars, due to the unsymmetrical wear of the bearing surfaces with consequent increase in the leverage efi'ect exerted by the load and resulting rapid wear, it is particularly desirable that the joints be maintained tight at the centerv portion as well as at the end portions, at all times and that the uneven wear at the center portion of the joint, which occurs with bars ofordinary type, be replaced by even wear,

that is by wear at the same rate at both sides of the center of the joint. I have found that these resultscan be obtained by forming the bearing surfaces of the bar in a novel man ner to compensate for the tendency to uneven wear due to one Way travel of traflic'upon the rails. One of the main objects of my invention is to provide a one-way track bar having bearing surfaces so constructed as to obtain even wear of the bar at the center ortion thereof. A further object is to provi e a bar in which the different portions of'the bearing surfaces are so related that the bar will have substantially uniform rate ofwear for the full length thereof and will move inwardly to the rail, under bolt tension, at the same rate at the ends of the bar as at the center thereof, thus maintaining the bars in sub stantial parallelism with the rail ends. This is advantageous as avoiding the subjecting of the bars and the bolts to objectionable stresses and tension.

A further object of my invention is to rovide a method whereby worn one-way ars of ordinary type can readily be converted by reforming into one-way bars having bearing surfaces so constructed as to obtain substantially equal rate of wear at opposite sides ofthe center of thejoint. Further ob- Figure 3 is a view similar to Figure 2 of the bar from the other side of the joint.

Figure 4 is an underneath view of the flange of the bar of Figure 3.

. Figure 5 is an inner side view, in perspective, of a one-way bar constructed in accordance with my invention.

Figure 6 is an underneath view of the flange of a modified form of one-way bar.

Figure 6A is a plan view of the head of the bar of Figure 6.

Figure 7 is an underneath view of the flange of a second modified form of one-way bar.

Figure 8 is a view similar to Figure 7 of a bar corresponding to the bar of Figure 5.

Figure 9 is a plan view of the head of a one-way bar corresponding to the bar of Figure 5.

Figure 10 is an underneath view of the flange of a third modified form of one-way bar.

Figure 11 is a plan of the head of the bar of Figure 10.

Figure 12 is a side view of a joint employing one-way bars in accordance with my inventipn, showing the joint after it has been used for some time and appreciable wear has occurred.

, Figure 13 is an end view of a joint showing two additional modified forms of bars, in accordance with my invention, as applied.

In Figure 1 I have illustrated a joint using bars of ordinary type in a one-way track. A bar 1 is positioned at each side of the ends of rails 2 and 3 and securing bolts pass through the webs of the rails and the bars, and are provided with nuts screwed thereon for pulling the bars inwardly to the rails to take up wear.

The rail ends are provided with head and flange bearing surfaces which are oppositely inclined and with which contact similarly inclined bearing surfaces at the head and flange of the respective bars, the bearing surfaces of the bars being of uniform width throughout their length. Bars of this type are well known in the art and need not be further illustrated nor described. The joint is shown as being applied to a track in which traflic travels in one direction, as indicated by the arrow. The load, represented by wheel 4, passes off of the rail 2, which may be termed the leaving rail, onto the rail 3, which may be termed the receiving rail. When the bars 1 are first applied they have tight contact with the bearing surfaces of the rail ends at the center portion of the joint as well as at the end portions thereof. After the joint has been in service for a short time, wear de velops at the center portion thereof and this portion of the joint becomes loose to such an extent that batter follows and as the load passes from rail 2 onto rail 3 a levera e effect is exerted which greatly augments t e wear of the bar. This wear is uneven, the wear at the head of the bar extending from center point 5 along the receiving rail to point 6, and from point 5 along the leaving rail to point It Wlll be noted that the distance from 5 to 6 is much greater than the distance from 5 to 7, the wear at the head of the bar extend ing a much greater distance in the direction of travel of traflic than in the other direction. The wear at the flange of the bar is the opposite of that at the head, that is, it extends a much greater, distance, indicated by 89, in the direction of the leaving rail 2, than in the direction of the receiving rail 3, the wear in this direction being indicated by 810. This uneven wear at the center portions, and the opposite wear between the head and the flange of the bar, are characteristic of bars in one-way track.

I have found that it is possible to avoid the uneven wear at the center portion of the joint in a one-way'track, above referred to, by forming the bearing surfaces of the bar in such manner as to compensate for this tendency toward uneven wear. This can readily be done by reforming a worn one-way bar so as to redistribute the metal of the bar at certain portions thereof to provide a bearing surface of novel form. In Figure 1 of the drawingsIhave shown the bar 1 as a flat strap, for clearness in illustration. This figure of the drawings represents the wear which occurs in a joint using I-beam bars such as illustrated in Figures 2 and 3. This bar 11 is of a type extensively used and is formed of high carbon steel which is tempered, the bar having great transverse and vertical strength.

This bar is provided with a head bearing surface 12 and a flange bearing surface 13, these bearings being of uniform Width throughout the length of the bar. The bar of Figure 2 represents a bar which-has been in use in the joint of Figure 1 for an appreciable time, and is considered as being taken from the inner or opposite side of the joint to that shown in ,Figurel. This bar is worn unevenly at its outer portion, the bearing 12 being worn for an appreciable distance between'the points 5 and 6, and for a less distance between the points 5 and 7. This flange bearing 13 is worn between the points 8 and 10 for a short distance, and between the points 8 and 9 for a relatively long distance. The bar of Figure 3 is considered as taken from the outer-or near side of the joint of Figure 1 so that the worn portions of the bearing surfaces of this bar are reversed relative to the bar of Figure 2, the bar of Figure 3 being, turned so as to be viewed from the inner side thereof, that is, from the side of the bar which is positioned next to the rail ends. In Figure 4 I have illustrated the under face of the flange of the bar of Figure 3, the worn portionS of the bearing surface 13- being indision at least as fast as the center portions of the bars so as to maintain ti ht contact between the bearing surfaces of't e bars and the rails at the center portions, as well as at the end portions of the joint, at all times. This serves effectively to prevent-looseness at the center portion of the joint with consequent rapid wear, andinstead of having rapid wear concentrated along the center portion of the joint as in joints using bars of present type, the wear is distributed throughout the entire length of the joint and is comparatively slow. It will thusbe seen that by constructing bars in accordance with my invention, the life of the joint is greatly prolonged over that of joints using bars ofpresent type and, in addition, the bars and the bolts are not subjected to severe stresses and tension such as occurs in joints of present type when it is attempted to pull the bars into the rails at the center portion of the joint to take up center wear. In Figure 5 I have illustrated a bar 14 constructed in accordance with my invention. This bar is of the I-beam type, heavily reinforced, and is provided with in the direction of travel of head and flange bearing surfaces. The bar 14 may be formed new, or may be reformed from a worn one-way track bar. The head bearing surface of this bar comprises a center port-ion 15 and end ortions 16 .md'17. The flan 0 bearing sur ace comprises a center portion 18 and end portions 19 and 20. The bar' of Figure 5 is intended to go at the inner side of the j int of Figure 1, that is, at

the right hand side of this joint when facing I t-rafiic upon the track.

By reference toiFigure 2, it will be noted that the greater wear of the inner or right hand bar of thejoin't of Figure 1 occurs to the left of the center of the head bearing and j to the right of the center of the flange bearing. By reference to Figure 5 it will be noted that the end portions 16 and 17 decrease in width toward the ends of the bar so that the end portions of the head bearing ofthe bar are of less area per unit of length than. the center portion 15". -It will also be noted that the total area of the head bearing surface is so distributed'that the area of the portion of this surface to the right of center point 21 is appreciably less than the area to i the left of this center point, the right and i but oppositely to the. head bearing surface sur-.

thereof, end portion 19 of this bearin face being of greater length than ent? portion 20, so that the area of the portion of the flange bearing surface to the left of center point 22 is appreciably less than the area of the portion of this surface to the right of point 22. It will thus be seen that in the bar of Figure 5, the bearing surfaces are so formed that the portions thereof of greater area correspond to the portions of the joint where the tendency to wear is greater, the portions of the bearing surface of less area being disposed to correspond to the portions pf the joint Where the tendency to wear is ess.

The different portions of the bearing surfaces of the bar are so related that, when the bar is in a joint, the'rate of wear may be substantially uniform throughout the entire length of the bar, that is, throughout the entire length of the joint. The bar which is disposed at the outer or left end side of the joint of Figure 1 is formed in the same manner as bar 14 of Figure 5 but oppositely thereto,this being necessaryto roperly dispose the-various portions of the caring surfaces of the'bar, since the bar at the outer side of the joint is reversed relative to the bar at the inner side thereof, as will be readily apparent. To assure proper positioning of the bars in the joint, the bars may be marked in any suitable manner to'indicate rights and lefts, considered in relation to the direction of travel of traflic upon the track. A 'bar such as that of Figure 5 can readily be produced by reforming a worn bar in dies. The bar thus produced by reforming has bearing surfaces'each one of whose half lengths differs from its other half length in area, to compensate for the tendency toward different rates of wear in the joint, as above described. By. reforming'a bar taken from one side of the joint to produce a bar for use at the opposite side of the joint, but slight displacement and redistribution of metal is necessary. This method of reforming is advantageous as facilitating reforming of the bar by the use of comparatively low pressure applied to the bar in the reforming dies.

This method of reforming will be better understood by reference to Figures 3, 4 and 6 of the drawings. In Figure 3, I have illustrated a bar taken from the left hand side I of a joint, relative to the direction of travel 1 flange 24, to the right of center line a-'b is the points 5 and 7. It will be evident, therefore, that the reformed bearing surface 23 has its portions oppositely related to the worn portions of the flange bearing of Figure 4, that is, that portion of bearing 23 of less area is at the ortion of the flange bearing of Figure 4 which is the more worn, whereas the portion of bearing surface 23 at the right of the line ab is at the less worn portlon of the flange bearing of Figure 4. In the same manner, the portion of the head bearing surface of the bar of Figure 6A of less area is disposed to the right of the center line a'b of head bearing surface 26 (Figure 6A) and the portion of this bearing surface of greater area is disposed to the left of this center line, whereas in Figure 3 the area of greater wear occurs to the right of the center of the head bearing and the area of less wear occurs to the left of the center of this bearing. It will thus be seen that in reforming the bar of Figures 3 and 4 to produce the bar of Figures 6 and 6A, the metal for forming the portions of the bearing surfaces of greater area is displaced and redistributed from the.

portions of the bar being reformed which have been subjected to but slight wear, the portions of the bearing surfaces of the reformed bar which are of less area being provided by displacing and redistributing metal at the more worn portions of the worn bar which is being reformed. The dies for reforming the worn bars are provided with suitable cavities and forming walls, in a known manner, to effect thedesired displacement and redistribution of metal, and pressure is applied in a suitable manner for the reforming operation. By my method worn one-way bars can readily be reformed with a minimum of pressure and displacement and redistribution of metal to provide bars which are oppositely related to the worn bars from which the reformed bars are made, such reformed bars having their fishing height restored and their bearing surfaces so formed and related as to particularly adapt them for use in one-way track joints. I

In the reformed bars, as well as in newly made bars, theend ortions of the bearing surfaces are preferably of such area, rela tive to the center portions of such surfaces, that the barhas uniform rate of wear throughout its entire length, or substantially so, and the ends of the bar move inward to the rails, by bolt tension, to take up wear,-at the same rate as the center portion of the bar.

In this manner the bars are maintained in substantial parallelism with the rails at all times and neither the bars nor the bolts are subjected to objectionable stresses or tension. This also permits of the use of smaller bolts than is now possible in using I-beam bars of ordinary type, which is a distinct advantage in view of the fact that the use of large bolts necessitates large bolt holes which materially weaken both the bars and the rail ends. The bearing surfaces of bars constructed in accordance with my invention for one-way track use are thus formed to compensate for the tendency toward uneven wear at the center portionof the joint, as well as to compensate for the tendency toward greater wear at the center portion of the joint than at the end portions thereof.

It will be noted that the fishing surfaces of the bar of Figures 6 and 6a are of somewhat differentform than the fishing surfaces of the bar of Figure 5. The shape and extent of the fishing surfaces of the bar may vary widely in accordance with the type of bar, the different types of rails, and conditions of use. It is also possible to obtain quite satisfactory results by forming one of the bearing surfaces of the bar in the manner above set forth, the other bearing surface being formed differently or being of substantially uniform width throughout its length, under certain conditions.

In its broader aspects, therefore, my invention comprehcnds a bar having either one or two bearing surfaces wherein the effective area of contact of such surface in one half of the length being different from the effective area of contact in the other half of the length.

In Figure 6 I have illustrated a method for forming the flange bearing of this bar in dies. The cavity of the forming die represents a fishing surface. of the same area in each half length of the die, the latter being of greater length than the bar, the excess length of the die cavity being indicated by by dotted lines, and the entire cavity being indicated by the lines 41, 42, 43 a nd 44, it being understood that the flange of the reformed bar coincides with the die cavity for the greater portion of the length thereof. To produce the bar of Fi re 6, the bar to be reformed is placed in t e dies with its left hand end at the left end 41-43 of the die cavity and its right hand'end coinciding with a line 4950 remote from the right end 42-44 of such cavity. The dies are then closed under forming pressure and the bar is reformed to produce the bar of Figure 6. This bar is intended for'use at the right hand side of a joint relative to the direction of travel of traflic upon the track. To produce a'bar of similar type for use at the left hand side of the joint, the bar to be reformed is placed in the die cavity with its left hand end at line 47-48, and its right hand end at line 4244, and the dies are then closed under forming pressure. The resulting bar is of similar type to the bar of Figure 6 but is oppositely related thereto.

Since the die cavity representing a fishing surface is of the same area in each half of its length, as above noted, it is possible to producebars by this die having bearings of the same general shape as the bar of Figure 6, but of the same area in each half of its length. To produce such a bar, the bar to be reformed is placed centrally of the die cavity with its ends coinciding with lines -46 and 51-52, and the dies are then closed under forming pressure. The bar thus produced will have a flange bearing much narrower at its end portions than at its center portion, such bearing being,-howe\-'er, of the same area in each half of its length.

By this method I render it possible to pro duce with facility, and with the same die, both'right-s and lefts in bars having bearing surfaces of diiierentareas in the two half lengths, as well as bars having bearing surfaces of like areas in the two half lengths. While I have described my method as used for producing the flange bearings of the bars, it is also equally well adapted for forming the head bearings of bars, such as that of Figure 6A. For convenience of description, I have considered the die for forming the flange bearing surface of the bar of Figure 6 as being above the flange of the bar, and the bar being positioned in the cavity of this die. In practice, the bar may be held in a fixed die or equivalentmeans, below the flange forming die, and adjusted in the lower die into proper relation to the upper die, which is then closed. Obviousl the relation of the dies and the bar may reversed, and either one or both of the dies may be movable.

Also, the bar may be disposed in any position which may be most convenient for working it. Though I have described my method as used for reforming bars, it is equally well adapted for forming new bars, and the term reforming, as used herein, is to be construed as meaning either the actual reforming of bars either used or unused, of the forming of new bars for use in rail joints,

In Figures 7 and 8 I have illustrated the under faces of two flanges of bars having different bearing surfaces. It will be noted that the bearing surface 27 of Figure7 is of different shape from thebearing surface 28 of Figure 8, and the left hand portion of the latter bearing surface is of appreciably greater area than, the corresponding portion of surface 27. In Figure 9 Ihave' shown in plan view a bar head 29 having a bearing surface 30 which corresponds approximately to the bearing surface of the, head of bar 14 of Figure 5 though the right hand portion of hearing 'surface.30 is of somewhat greater area than the corresponding portion of the head bearing surface of bar 14. 1 p

In the bars above discussed, the bearing edge of the flan e.

.be understood that the the manner above set forth by altering the.

cross section of an angle or an I-beam bar by actual removal of portions of the flange or head, or both, by shearing or in any other,

suitable manner.

In Fi ure 10 I have illustrated the under- 1 neath o a flange 31 of a bar which has been sheared off at its outer side at 32 and 33, along lines extending from points adjacent the inner side of the bar diagonally to the outer This shearing of the flange produces a earing surface 34 which is of greater area at one side of its longitudinal center than at the other side thereof. This bearing surface 34 closely approximates the bearing surface 27 of Fi ure 7, thou h it will aring sur ace produced by shearing of the flan e may vary widely, and that the flange maybe sheared in various ways to produce any desired sha of bearing surface. In Figure 11 I have 1llustrated, in plan, a bar head 35 which has had portions of its ends removed by shearingalong the lines 36 and 37 to produce a bearing surface 38 which is of reater area for one half of its length than orthe other half of its length, the surface thus produced corresponding approximately to the bearing surface 30 of Figure 9. It will be understood, however, that by, properly shearing the head 35 various shapes of bearing surfaces ma be produced, such surfaces having their di erent portions related in a predetermined manner. Modification of the bearing surface or fishing-by shearing may be accomplished in'the same manner as by the die forming method of Figure 6. This method is illustrated in Figure 10, in which the lines of the effective out of the upper movable shear blade are indicated by 54-5442, and 560-56, it being noted that the area 53, 54, 56 .and 55 is of the same area in each of its half lengths.

For convenience of descri tion, this area may be referred to as the s ear area. By placing the bar in the full line position of Figure 10 and shearing it along lines 54-540 and 5611-62, the bar of this figure is produced This bar is for use atthe left hand side of the joint relative to the direction of travel of traflic upon the track. A bar of sim ilar type,but for use at the right hand side of the joint, is produced by positioning the bar to be sheared with its right hand end coincident with line 59-60, and its left hand end coincident with line 55-56, andshearing it off along the lines 60-540 and 56-56(1. To produce a symmetrical bar of the same general type as the bar of Figure 10, the bar is disposed centrally of the shear area, with its ends coincident with lines 57-58 and 63-64,

and sheared off along the lines 5854a. and 64-56a. I am thus enabled by this method of shearing, to produce with one design of shear blades bars of three different modifications of flange fishing or bearing surface. This same method of shearin is also equally well adapted for producing, y one design of shears, three different modifications of the head fishing or bearing surface of bars.

In Figure 12 I have illustrated a rail joint in a one-wa track, such joint having at each side thereof a bar 39 constructed in accordance with my invention. I

The joint is shown after it has been in use for a considerable time and appreciable wear has occurred. Due to the relation between the various portions of the bearing surfaces of the bars 39, uneven center wear does not occur as in the one-way track joint of ordinary construction illustrated in Figure 1. Also, since the end ortions of the bars can move inwardly to t e rails, under bolt tension, due to the substantially uniform rate of wear of the bearing surfaces of the bars, tight contact is maintained at the center portion of the joint at all times, as well as at the end portions thereof. As a result, batter and excessive center wear does not develop and the wear of the joint instead of being concentrated at the center portion thereof, as occurs when using bars of ordinary type, is distributed throughout the entire length of the joint and is relatively slow. As a result, the bars 39 remain parallel to the rail ends and tight contact between the bearing surfaces of the bars and the rail ends is maintained at all times. This renders it possible to keep the bars in the joint until all of the draw s ace has been utilized both at the ends of the ars as well as at the center portions thereof.

Instead of the deep central wear and absence of end wear in ordinary bars, the bar of my invention has decreased central wear and increased end wear, so that when worn the head and flange fishingsurfaces instead of becomin concave, are approximately straight, and if y increased end fishing reduction, the ends are made to flex inward by wear and bolt tension, the fishing surfaces may be made ilightly convex throughout the length of the cordance with my invention has a much longer life than a joint constructed with ordinary bars, both because the draw space is completely utilized and also because, by maintaining tight contact between the bearing surfaces of the rail ends and the bars at all times, looseness and resulting batter with consequent rapid wear is eliminated.

In the various figures of the drawings the direction of travel of traflic relative to the bars has been indicated by arrows, and it will be noted that the direction of travel is toward that portion of the bearing surface of my A joint constructed with bars made in acbar which is of greater area, in each instance, as to the head bearing, and is away from the portion of greater area of the flange bearing, in each instance. In Figure 12 I have illustrated the bar 39 as a flat strap, for clearness of illustration. It will be understood, however, that this bar is considered as being of I-beam construction, and that both the bars and the rail ends are provided with oppositely inclined bearing surfaces which are held in tight contact by the bolts and associated nuts for pulling the bars into the rails. While I have illustrated and described my invention as applied to an I-beam bar, it is capable of being applied to advantage to bars of various types and sections, of which there are a great number.

In Figure 13 are shown two special types of bars to which my invention may be applied.

2 is a rail with a bar 65 in place. The feature of this bar is that it has central head fishing contact with the rail from-the outer lower corner of the rail head to the bottom of the fillet joining rail head to web, the width of contact being 66, and reduced end head contact 66. This bar may be defined as a full head contact bar. As wear occurs the head is drawn inward and upward only slightly, the main take-up movement being accomplished by inward and slightly upward movement of the flange fishing 67 and 67". In applying my invention, the head and flange fishings are subject to various modifications, of which the following are various combinations, in terms of fishing widths, bar 65,

Figure 13.

Flange Fishing Head Fishing One end 66, center 66, other Flange 67 throughout end 66 One end 67, Center 67, other Head 66 throughout end 67 One end 66, center 66, other One end 67, center 67. other end 66 end 67" The bar 68 of Figure 13 is similar to bar 65 except that it has clearance at 69 for the end portion, from the under side of rail head. This bar has full head contact 70 at the central portion of its head bearing surface and reduced bearing contact 71 at the end portions of such surface. It also has wide bearing contact 72 at the central portion of the flange.- The following variations of my invention may be applied to this type of bar.

Head Fishing Flange Fishing One end 71, center 70, other 72 throughout m i throughout One end 73, center 72, other oneengn pzifl, center 70, other 0n iz n ii 72, center 72, other end One end 70, center 70, other One end 72, center 72 other end 71 3 end 7 These are examples of bars other than ordinary head contact type and show how my invention may be applied to such other types of bars..

I also contemplate applying my invention to rail joint barsof present type in which the respective fishing or bearing surfaces are of the jointis taken as the vertical transverse plane of the meeting place of the two rail 1 ends, or midway between the two rail ends if there is space between them.

A somewhat similar result can be accomplished by shearing off both ends of a bar of ordinary type, the ends being sheared diagonally orat an inclination from top to bottom. By shearing such bars in this manner in rights and lefts, and disposing them at opposite sides of the rail ends, the contact areas between the bar bearing surfaces and the rail ends is greater at one side of the center of the joint than at the other side thereof, and the area of greater contact at the foot or flange portion of the respective bars is at one side of the center of the joint whereas the area of greater contact at the head of the respective bars is at the other side of the center of the 'oint. 1 It is also practical to use a bar having its ends sheared diagonally as above, at one side of the rail ends, with a bar of ordinary type at the other side of the rail ends, under certain conditions. Also, by removing selected portions of the head and foot or flange portion of a bar of ordinary type, between the ends of the'bar, such removed portions being of different areas, it is possible to produce a bar in accordance with my invention. As a further modification, a one-way bar can be produced from a bar of ordinary type by shearing off one corner portion of the flange at an inclination, and grinding off or otherwise removing a portion of the head bearing surface at the other end of the bar.

It .will be seen that my invention is susceptible of many modifications,.and I intend to include all such variations, as fall within the scope of the appended claims, in this application in which the preferred forms only of myiinvention are disclosed.

What I claim is:

1. A rail joint bar for use in one-way track and having its ends of substantially the same height, said bar comprising head and foot portions each provided with a bearing surface adapted for both center and end contact being of substantiall 2. A rail joint bar for use in one-way track, said bar comprising head and foot portions each provided with a bearing surface adapted for both center and end contact with cooperating surfaces of rail ends when the bar is applied in a joint, one of the bearing surfaces of the bar having'its end portions reduced in area per unit of length relative to the center portion of such surface, said center portion uniform width and extending a greater istance to one side of the longitudinal center of such surface than to the other side of said center.

3. A rail joint bar for use in one-way track and comprising head and foot portions each provided with a bearing surface adapted for both center and end contact with cooperatin surfaces of rail ends when the bar is appli in a joint, each of the bar surfaces having end portions of less area per unit of length than the center portion of such surface, said center portion being of substantially uniform width and extendin a greater distance to one side of the longitudlnal center of said surface than to the other-side of said center, the center portions of the bearing surfaces of the bar being reversed relative toeach other.

4. In a railjoint, in combination with the rail ends, joint bars having bearing surfaces in contact with the bearing surfaces of the rail ends at both the center and the ends of the bars, the ends of each of the bars being substantially the same height, and means for moving the bars inward to the rails to take up Wear, the area of contact of one of the bearing surfaces of each of the bars and the cooperating surfaces of the rail ends being greater at one side of the center of the joint than at the other side thereof and comprising two portions extending oppositely, from the iongiiudinal center of the bar and of equal engt 5. A rail joint bar for use in one-way track and having its ends of substantially the same height, said bar having an extended flange portion provided with a bearing surface, the bearing contact area of said surface being greater for one-half of its length than for the other half.

6. In a rail joint, in combination with the rail ends, an angle bar bolted to the rail ends and having its ends substantially equal in height, one of the bearin surfaces of said bar having greater area 0 contact with one rail end than with the other rail end andcomprising two portions extending oppositely from the longitudinal center of the bar and of equal length.

7. A rail joint bar for use in one-way track, the said bar having'a head bearing surface one end portion of which is of head free ty and of less bearing contact width than tfi: central portion and the other end portion of said surface.

8. A rail joint bar for use in one-way track,

said bar having a head bearing surface the central portion of which is of full head contact type, one end portion of the bearing surface being of head free type and of less hearing contact area than the other end portion of said surface.

9. A rail joint bar for use in one-way track, said bar having a head bearing surface the central portion of which is adapted for hearing contact with a rail head from the top outer corner of the bar to the bottom of its top inner fillet, one end portion of the hearing surface being of less contact area than the other end portion of said surface and of less width thansaid central portion.

10. A reformed rail joint bar with one of its fishing surfaces restored to uniform width at the center portion and one end portion, the other end portion of said fishing surface being of varying width and the maximum width of said other end portion being no greater than the width of the first mentioned end portion and of said center portion.

11. A reformed rail joint bar with one of its fishing surfaces restored to uniform width for one half of its length, the other half of said surface being of varying width and the maximum width of said other half being no greater than the width of the first mentioned half.

12. In a rail joint, two bars each newly bolted to a side of two adjacent rail ends of similar fishing height, the two halves of the bars in one half of the joint having less rail fishing contact width at a corresponding fishingsurface of each bar than in the other half of the joint.

13. A reformed rail joint bar made from a bar with head and foot members each comprising a fishing surface originally of uniform width throughout its length, one of said members of said reformed bar having a segment removed from one side and at one end portion thereof, said segment being removed along a surface extending longitudinally and diagonally of the bar and including a. part of the fishing surface of said member, thereby reducing said fishing surface in width at said end portion, the width of the fishing surface at the other end portion thereof remaining unreduced.

14. A reformed rail joint bar made from a bar with head and foot members each comprising a fishing surface originally of uniform width throughout its length, one of said members of said reformed bar having a segment removed from one of its sides at each of the end portions of said member, said segments being removed along lines extending longitudinally and diagonally of the bar and includin a part of the fishing surface of said mem er at each of the end portions, one end portion having a larger segment removed than the other end portion so as to provide less rail fishing contact width at said one end portion than at said other end portion.

15. A rail joint bar for joining two rail ends of similar section, said bar having the top fishing surface of greater'area. for one half length than for the other half length of said fishing surface.

16. A rail joint bar for joining two rail ends of similar section, said bar having the bottom fishing surface of greater area for one half length than for the other half. length of said fishing surface.

17. A rail joint bar for joining two rail ends of similar section, said bar having one of its top and a bottom fishing surfaces of greater area for one half length of said fishing surface than for the other half length the member of the bar comprising said fishingi surface being of the same width at each en 18. A rail joint bar for use in one-way track, one of the top and bottom fishing surfaces of the bar being narrowed at its end portions and for a greater length for one end portion than for the other end portion.

19. A rail joint bar having a top fishing surface of greater area for one half length than for the other half length of the top w fishing surface and having a bottom fishing surface of greater area for said other half length than for said one half length of the bottom fishing surface, the top and bottom members of the bar being each of uniform width throughout their lengths.

20. A rail joint bar reformed from a bar of substantially uniform section throughout its length, one of the top and. bottom fishing surfaces of the reformedv bar being narrowed at its end portions and for a greater length of one end portion than of .the other end portion, said end portions being narrowed by partial-depression of the fishing surfaces of said end portions out of the plane of rail fishing contact.

21. A rail joint bar reformed from a bar of substantially uniform section throughout its length, one of the top and bottom fishing surfaces of the reformed bar being narrowed at its end portions and for a greater length of one end portion than of the other end portion, said end portions being narrowed by shearing ofi segments of metal from the bar member including said fishing surface.

22. A rail joint bar for joining two rail ends of similar section, said bar having portions of its top member including the fishing surface cut away so as to have less metal in one half of the bar length than in the other half of the bar length.

23. In a rail joint including the rail ends of similar section, a pair of joint bars bolted to the rail ends, one of the top and bottom fishing surfaces of each bar having greater area of rail contact in one half length of the in joint than in the other half length of the 'oint. J 24. In a rail joint includin the rail ends of similar section, a pair of joint bars bolted to the rail ends, the top fishing surface of each bar having greater area of rail contact in one half length of the joint than in the other half length of the joint, and the bottomfishing surface of each bar having greater area of rail contact in said other half length of the joint than in said one half length of the joint.

25. .In a rail joint including the rail ends of similar section,'a joint bar having one of its top and bottom members of the same width, at each end, the fishing surface of said member having. less area of rail contact in one half of its length than in the other half of its length. Y

- 26. Ina rail-joint including the rail ends a of similar section, a pair of joint bars bolted to the rail ends, one of the top and bottom members of each bar including the fishing surface being cut away so that the area of said fishing surface in rail contact is greater for each bar in one half length of the joint than for each bar in the other half length of the joint.

27. A one-way railway track joint com prising the receiving end of a rail and the leaving end of anotherrail, said rail ends being of similar section and joined b two joint bars bolted to the rail ends, sai bars each having the top fishing surface in greater area ofrail contact in the receiving.

end of the joint than in the leaving end of the joint.

28. one-wayrailway track joint comprising the receivin end of a rail and the leaving end of anot or rail, said rail ends being of similar section and joined b two joint bars bolt-ed to the rail ends, sai "bars each having the bottom fishing surface in greater area of rail contact in the leaving end of the joint than in the receiving end of the joint.

29. In a rail 'oint including the rail ends, a pair of joint ars bolted to the rail ends, said bars each having one of thetop and bottom fishing surfaces in ater length of rail contact on one side of t e center of the joint than on the other side of the center of the joint.

30. In a rail joint, including the rail ends of similar section, a pair of bars bolted to the rail ends, said'bars being so shaped that one of the top and bottom fishin surfaces of each bar has greater-area of ra1l contact in one half length of the joint than in the other half length of the joint.

31. A rail joint bar having one of its top and bottom members of the same width at each end, the fishing surface of said member being narrowed for a substantial length of only one end portionof said member,

32. In a rail joint including the railends,

a pair of joint bars of substantially equal lengths with the top and bottom members of each bar of substantially equal lengths, the length of the top member of each bar being greater in one half length of the joint than in the other half length of the joint, and the length of the bottom member. of each bar being greater in said other half length of the oint than in said one half length of the oint.

33. In a rail joint including the rail ends, a pair of joint bars having one of the top and bottom fishing surfaces of each bar in greater length of rail contact in one half length of the joint than in theother half length of the joint.

34. In a one-way track, a rail 'oint including the rail ends, a pair of joint ars bothof greater length at the receiving end of the oint than at the leaving end of the joint.

In witness whereof I hereunto subscribe my name this 29th day of October, 1929.

GEORGE LANGFQRD. 

